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In an effort to provide a solution for every car buyer’s needs, Opel is about to add a fully electric variant to the Astra range, joining traditional combustion-engined models and plug-in hybrid options. The Astra was designed from the outset to accommodate electric power.
Subtle but handsome exterior
The Astra Electric’s exterior design is almost indistinguishable from that of other versions. Look around the rear at the boot lid — made from thermoplastic to reduce weight — and you’ll see a discreet ‘e’ badge. The 18-inch wheels are also slightly different, featuring a design that is optimised for aerodynamic efficiency. That’s all there is on the exterior to tell you this is the electric model.
It looks sharp though, with the distinctive ‘Vizor’ grille’s gloss black finish that ties in with elements of the front bumper, carrying over from the sportier GS Line models. There are LED headlights as standard, with the option of upgrading to adaptive Intelli-Lux LED Pixel Light units that contain 84 elements per headlight to create a dynamic and flowing high beam that cuts out sections where other vehicles are detected for optimal illumination at night. In line with Opel’s higher-spec versions, the Astra Electric also gets a contrasting black roof design, extending into the door mirrors and window surrounds.
Up to 418km on a charge
Opel uses a 54kWh lithium-ion battery made up of 102 cells in 17 modules. Its capacity is sufficient for a driving range of 418 kilometres in WLTP conditions. That pack powers a 115kW (156hp) electric motor that drives the front wheels through a single-speed transmission. Another notable feature of the Astra Electric is its modest weight. At 1,679kg it is almost the same weight as the plug-in hybrid Astra and is around 100kg lighter than some of its nearest rivals. With less weight comes greater efficiency, and Opel quotes a combined consumption figure of just 14.8kWh/100km.
Decent interior
For most, sitting into the Astra Electric should prove to be a comfortable experience, with plenty for adjustment available from the steering column and the seats, which are to the same AGR-certified standard that Opel uses in its other vehicles. Seat heating is available, as is a heated steering wheel. The dashboard layout is an uncluttered affair with two digital displays housed within what Opel refers to as its ‘Pure Panel’ design. All the relevant driving information is relayed to the instrument display, and it can be configured to show more or less depending on driver preference. Furthermore, there is a colour head-up display that puts the most important driving data within direct sight and includes turn-by-turn navigation aids.
The touchscreen infotainment system can also support Apple CarPlay and Android Auto. Two rows of physical buttons placed below the screen make it easy to control frequently used functions such as the heated seats and climate settings, so it provides a modern digital experience without losing any practical functionality.
There’s a useful storage area below the centre console with a wireless charging pad and connection ports for devices. We’re less enamoured with the use of glossy piano black material on top of the central section between the front seats as it’s prone to scratch and tarnish easily. As the Astra Electric is automatic, there is a small metallic rocker toggle switch for choosing between forward and reverse gears, with buttons for Park and selecting the B mode, which increases energy recuperation.
Rear passenger space isn’t impacted by the fitment of the battery within the Astra Electric’s floor, and there are acceptable levels of headroom and legroom in the outer two seats. These also have ISOFIX child seat mounting points. Boot volume measures 352 litres, which is less than some other versions of the Astra. If you do happen to need more space, Opel will also offer the Astra Electric as an estate called the Sports Tourer.
The driving experience
Under the skin the engineers have done plenty of work to ensure that the Astra Electric remains fun to drive. It uses a similar suspension setup to that of the sporty GSe, which sits 10mm lower than the regular Astra. The springs and dampers are also tuned to work with the car’s extra weight. The result is a car that maintains a nice even keel in corners and does a consistent job at absorbing bigger and smaller surface imperfections. There’s a reasonable level of feedback through the steering, though the Astra is better suited to less enthusiastic driving. Its default ‘Normal’ drive mode provides ample pick-up and performance from the electric motor. You can switch to the ‘Sport’ setting to get a clear boost in acceleration response. Unlike some other EVs, the Astra Electric doesn’t have paddles on the steering wheel for increasing or decreasing the level of energy recuperation — it’s only adjustable by switching to that ‘B’ mode.
In urban settings where average speeds are lower and there’s more start-stop driving, the energy consumption drops down well below the official combined figure. It’s also whisper quiet in the cabin as you drive - even the electric motor is little more than a distant whirr.
Going beyond town limits and onto the motorway highlights the level of sound suppression and refinement the Astra has at higher speeds. The combination of a low centre of gravity and the suspension setup from the sportier GSe model gives it a planted and surefooted feel.
Opel may now offer the Astra with a variety of powertrains, but the Astra Electric is the nicest to drive and clearly demonstrates how hatchbacks still have plenty of appeal in a world of full electrification.